'Z^i.'ZZ ^ : 0 B ftIR RScnURCES LEGAL AFFAIRS NO.uce DOr
Citon O. Snta*Stiff &vm«r
MAC/TRUCKS, INC. mormmt w^SSJSS*1X»2 PENNSYLVANIA AVENUE P^p? * tC 30i.7W«ai$
HAGERSTOWN MARY1AN0 2l7<2 gmtX: 91tnrt.vwttMOm.coucia.wm
^ H S E S i E ^ f ApriM9.2000KCWVltranly)JCT (teooly)
Paul G. Wolfteich, Senior Counsel -U.S. Department of JusticeEnvironmental Enforcement Section ;Environment and Natural Resources Division-! 425 New York Avenue, NWWashington. DC 20005
Subject- Mack Trucks, Inc. Response to Letter from Paul G. Wotfteich to C. DeForrestTrexier. Dated April 4. 2000 :
Dear Mr. Wolfteich:
ih# SatfiNi u l e l in the attachment from the above referenced letter. M encti lori i%rec t # i % trmm& m «N«w«^t | i^^
1. Copies of pertinent testing data supplied under Attachment Item # 1 .
:. Copies of documents considered by Compliance Auditor enclosed underAttachment Item #2. :
3. Copy of EPA 02 Detail Project Plan enclosed under Attachment Item #3.
4 Copies of expended labor and costs enclosed under Attachment Item #4.
5. This approach har not yet been considered since market demands requireadditional power, not less. See enclosures under Attachment Hem #5.
6 Enclosed under Attachment Item #<5 are Meeting Notice/Agenda Minutes reflectingdecisions made by the Design Team with regards to the 2002 engine product.
•T-2S-3C 12:38 W R RESOURCES LEGAL AFF3IRS hC.^c PIC
- * Recommendations for EGR Coqjtrol Algorithms* presentation by EControls Inc.enclosed under Attachment ltem*7. Also included are brief Meeting Minutes from ameeting with a representative from Southwest Research Institute reviewing the EGRsystem integration in terms of EGjR transport.
s The Marketing Department requested EPA 2002 engine model line-up is shownunder 5 above. It is anticipated Mack will have only one(1) twelve(12) liter enginefamily. The attached data is for an E7-460 rating which is not representative of the
H Highest rating requested by our Marketing Department It is emphasized that thedata presented is very early in our development process and could changesubstantially prior to 2002 production. In addition, we have not conducted therequired durability compliance testing for any proposed 2002 product line.
Sheet 6-1 is a contour plot of BSNOx versus speed and load. The NTE zone isshown. This data is not representative of a production viable engine. Sheet 8-2shows BSPM, sheet 8-3 shows B$FC with contours within 5% of the minimum BSFCsnown in dashed lines, sheet 3-4 shows EGR rates and sheet 8*5 shows timingwhere the minus sign indicates BTC timings.
Mack is currently developing a plan to identify the required parametric modificationsand resulting emissions data to achieve a production viable engine in an expedientmanner. This plan should be available May 12, 2000. This availability date hingeson our ability to locate an outside contractor to conduct altitude testing.
9 Enclosed under Attachment Item J*9 are the two(2) EGR designs considered byMack. ;
io. Design specifications to be certified in October 2002 ure not as yet defined.
u. Chassis cooling data as well as tett cell data are enclosed under Attachment Item#11.
12. a. Mack has been unable to achi^e FTP compliance with a high BMEP rating (E7-460) at Mack test-cell conditions (77 degree ambient, approximately 750 ft altitude).It is anticipated further development work will not provide an emissions compliantengine within current acceptable limits for turbocharger compressor pressure ratios,compressor discharge temperatures, compressor wheel speed or turbine inlettemperatures. In addition, total engine heat rejection levels and chassis charge aircooler inlet temperature levels are beyond current cooling system capabilities.
I I
:2.'Cf-'32 12:09 A * R RS^JSCES UEGP- AFFAIRS NC. 446 p i ;
Tne Mack engine group is working with two(2) turbocharger suppliers to find solutionsfor the turtocharger concerns and. since Mack is a vertically integrated company, theMack vehicle group is working with cooling system suppliers to find solutions for thechassis cooling concerns. It is unlikely that acceptable Engineering solutions can beimplemented in the compressed timelframe for EPA 2002.
b Mack has not been able to achieve ESC compliance within current acceptableturbocharger or chassis cooling system limits(see 12a above) with a high BMEPrating (E7-460) at Mack test cell conditions. While low NOx levels are possible,they occur at conditions not acceptable to our current durability parameters forturbochargers and chassis cooling systems.
c Mack has not been able to actueve steady state NTE compliance within currentacceptable turbocharger or ctfassis cooling system limits(see 12a above) withthe high BMEP rating (E7-460| at Mack test cell conditions,
EPA needs to better define transient behavior during the NTE test. Additionalinformation on the nature of range for the transient conditions is required. It isexpected that, under transient conditions, BSPM will increase but. until theadditional definition is provided it is not possible to quantify the magnitude of thiseffect
Note: Test data to support 1 2 | is contained in the data provided for datarequest item #1 . The test data to support 12b and 12c is summarized in theresponse to data request Hem B and 11.
15. Mack does not have in-house emissions modeling capability. Mack will engage anemissions modeling contractor when a proposal for relief from Paragraphs 17-20 ofthe Consent Decree has been presented.
All information to remain as Confidential Business Information has been clearlymarked
In response to the questions posed in} clauses (c) and (d) of the second paragraph ofyour April 4, 2000 cover letter, Mack til certain that technical amendments to theConsent Decree will be required to albw compliance with if s provisions. However, atthe present time Mack does not pos$4s sufficient information to state with particularitythe amendments which would be necessary in order to meet October, 2002requirements or identify a schedule by which such amendments would be required. Inaddition. Mack feels that it is imperative that any relief granted should be uniformacross the Consent Decree signers to assure a level playing field and avert acompetitive advantage for any manufacturer.
•I<8«.-3e 12= BS WR RfSOURCES LEG*. ^ A I R SNO. 4^s 51J
TO .h« best of my knowledge, after thorough investigation. I certify that the Momrian? a t « d ^ oraccompanying this submission is true, accurate, and complete, am
Jjg^&Glenn 0 . ShatterOn Behalf of Mack Trucks, Inc.
Enclosures
m
;l:ie AIR RESOURCES I^SPL AFFAIRS *C.***
„ >, Tmck* inc's response to U.S. Department Justice's letter of April 3.2000 by Paul G.
w ' o l f t t ^ a d d i l l o n a l i n f O r m a t i ° n h B I ^ ^ ^ m a n u f a C t u r e f S
Mack Trucks ine't response was p r o v e d by G»enn 0 . Stutter on April 19.2000.
AH mfonnaUon provided by Mack Trucks Ir*. as ^Business Confidential Information'. Mack
TruScs Inc. response matches the DOJ attpehment questionnaire.
Question # 1: 6Vt" of material
Question * 2 2" of material
Question #3 10 pages
Question #4 11 pages
Question #5 37 pages ;
Question #6 2" of material
Question #7 64 pages
Question #8 5 oages
Question #9 2 pages
Question #11 6 pages :
Mack Trucks me did not respond to questions # 12. and 13
-Z'2r cC 12:10 P I R *S**VKES LEGAL AFFAIRS NC. «S£S Si-
Mav 4.2000
Ms. Susan O'ConnorCalifornia Air Resources BoardMobil Source Control Division9500 Tclestar AvenueEl Momc^CA 91731
Re: Caterpillar Documents
Dear Susan:
Enclosed is a set of documents (numbered CD M232) which was provided to the EPAand the Department of Justice. Some of these documents are marked business confidential andshould be treated as such under applicable "California law.
Sincerely,
' Gilbert S. Keteltas
Enclosures
cc: Douglas S. Grandstaff. Esq. :
•
: i c= DC. - M B &1* RF<=OJRCES LESA^ AFFAIRS
Caterpillar's response w « provided bytGllbf n S. K.ttltat on Mty 4.2000.
A,i mformation provided by Caterpillar as ' M l n t s s Confidential Information' Caterp«lar's
^esDonse matches me OOJ attachment questionnaire.
Question # 1 : 77 pages :
Qj63lion#2 49 pages
Question *& 47 pages ;
Quesuon#5 7 pages ;
Question # 6 3259 page* ;
Question #8 32 pages •
Question P 9 38B pages
Question #10 258 pages
CateroillBr did not respond to questions # 3.7.11.12. and 13
T'C5'3e 15'-10 «IR RESOURCES LEGflL flP^ftIRS NC. <*<:-
ARNOLD & PORTER ^om^
WASHINGTON. O.C 2OOO-«-l2O2^ i n , * , * MArrt«. i uoi>04t«ooc uaswuzs
April 20, 2000 toTKT!!?? JCT (kroaly)
CONFIDENTIAL - FOR SETTLEMENT PURPOSES ONLYCONTAINS PROPRIETARY INFORMATION
VTA COURIER :
i
Lon Jonas. Esq.Environmental Enforcement Section "United States Department of Justice *P.O. Box 7611Ben Franklin Station iWashington, D.C. 20044 .
Re; Resporf^es to April 3.1000 Request for Tt]formftpQfl
Dear Lori: ."
Enclosed please find, on behalf of Detroit Diesel Corporation ("DDC"). initialdocuments in response to the Tcquests*comaincd in the April 3 letter from Paul Wolftcichof your office.
As we agreed last Thursday (April 13) and again on Tuesday (April 18). DDC hassought to identify useful overview documents that we can provide at this time. DDC isproviding its Series 60 2002 Engine Program Evidence Book. This book containsextensive documentation of DDC's process for developing its engines to achievecompliance with the October 2002 requirements in the Consent Decree. DDC is alsoproviding a very recent update of DDC's engine development schedule. This informationconstitutes a partiaLresponse to Request No. 3 in the attachment to Mr. Wolfteich's letter.
The cncloseiinformation focties on DDC's internal product development plansand schedule, and consequently is extremely proprietary and competitively sensitive.Accordingly, we are designating the ixiformation being provided as confidential businessinformation C'CBI") entitled to protection tgainst release to the public pursuant to 40C.F.R. § 2.203(b)9 as provided in Paragraph 144 of the Consent Decree.
:2 'K.-ae -*: u m R ^ s c u * ^ 5 LEGAL AFFAIRS NC. «**
ARNOLD 6c PORTER
Lori Jonas, Esq.April 20. 2000Page 2
As we also have discussed, DDC intends to continue its response to the requestswith a substantially broader production next week. In light of the holidays this week, andthe steps required to collect. Bates Label, collate and copy the documents, we expect tha:we will produce this broader set of documents in the latter part of the week.
Please call me if you have any questions or concerns.
' Jonathan S. Maxtel
Enclosures :
cc John F. Fanner, Vice Presided andGeneral Counsel. Detroit Diesel Corporation
:r«.'3C 122" AIR RESOURCES UEGfc. AFFAIRS *C. *fie S i r
Detroit Diesel Corporation's response to U.S. Department Justice's letter of April 3. 2000 byPaul G. Wolfteich. Senior Counsel, requesting additional information from the enginemanufacturers ;
Detroit Diesel Corporation's response was provided by Jonathan S. Mattel on April 20.2000
AI information provided by Detroit Diesel Corporation es 'Business Confidential Information*.Detroit Diesel Corporation response does not match the DOJ attachment questionnaire directly.
«The response documents ere 4186 pages long.
12:12 p I R RFCQURCE5 LEGPC AFFAIRS ^.'J^
•; ' R EKAOLT q ^ ^
RENAULT VI Cc: m £ ~'ySec Homologations et Rtglcmcnutioni ^ w rit^niJ/EER005001 JCTdtrooIyi1, Avc H. Germain- B.P. 31069806* St-Priest CedocPrance U.S. DEPARTMENT OF JUSTICETel; 33-J72-96-5S-48 Environment and Natural Resources DivisonPax 33*472*96-91-43 Environmental Enforcement Section
1425 NEW YORK AVENUE, N.W.WASHINGTON. D.C. 20044-7611
Date : April 17th, 2000 'Your Ref : Letter dated ApriU. 2000OurRef : YB/1500/2000
DcarMrWOLFTEICH,
Please find herewith the Renault VPs response to the information requests made in yourletter dated April 4t 2000, together with its appendices.
A3 pointed out in our second Cbmpliance Report, the US 2002 development action for ourMedium Range will be at the stage of a preliminary plan until October 2000.The technical feasibility study hts been on progress since late december 1999. and will beperformed up to October 2000, if conclusive. A RENAULT VI corporate meeting will thendecide in which way this Project is to be pursued : at this stage, called « RVE 3 » in ourProject Development Procedure the choice of the technology will be fixed and the maindecisions taken, relevant to the product costs, budget, schedule...The development of the engine jpecificatioas will then start up to the industializarion phase.
For these reasons, items 5, 8, 10, 11, 12, 13 cannot be documented at this time , as theProject hasn't gone forward enough-
Up to now, the main points are:• the technical feasibility of US 2002 has not yet been reached.- there is an important risk thatSUENAULT VI cannot be ready within the deadline : fuch a
project should commonly rcquirt at least a 6 months longer period, so as to avoid the riskyoverlapping activities (engine performance specifications, engines and trucks durability tests)
• *Renault VI hereby asserts a Business Confidentiality Claim covering all information
| provided herewith.
{ Please do not hesitate to contact me should you require any further information. ..; ( pgrA^5.:-C»JOSTCe
i
;2 ZZ 'tt 12:12 *IR RESOURCES LEGAL P^IRS NC. •**£
Renault Vl's response to U.S. Department Justice's letter of April 3.2000 by Paul G. WolfUich.Senior Counsel, requesting additional information from the engine manufacturers.
Renault Vr t response was provided by X. B«y$sac on April 17.2000.
AH ^formation provided by Renault VI as -Business Confidential Information'. Renault VIresponse matches the DOJ attachment questionnaire.
Question* 1: 17 pages ;
Question * 2 9/16" of material
Cuesuon # 3 3 pages
Gueston * A 9 pages
Question # 6
Question * 7
6 pages
3 pages
Question # 9 5 pages
Renault VI did not respond to questions # 15,10.11,12 and 13
it r-?f r«--:«:l2 313 VT *CES LEGAL AFFAIRS
.tp -'ei «>u go*-occft/ore-tco'doclttit Vjni
a E c A
SEPA
$tttr*«nt
Office of Regulatory.: Enforcement
In-Use Test Program
Six companies (Dbtroit Diesel, Caterpillar, Cummins, Mack, Renault,and Volvo) are required to conduct an In-use Test Program to ensurediesei engines manufactured or modified by them meet therequirements of the Consent Decrees when driven under conditionswhich can reasonably be expected to be encountered during normalvehicle operation find use. and to evaluate the effectiveness ofmodifications to engine design made in response to the requirementsof the Consent Decrees in reducing emissions. Specifically, eachmanufacturer will conduct testing to assess in-use mobile monitoringtechnologies, establish calibration and operating procedures forselected monitoring technologies, establish a baseline emissioncharacterization, and conduct on-road testing to monitor in-usecompliance on representative Heavy Duty engines it manufactures.The six companiei are working together on this project with theUniversity of West Virginia. Navistar will contribute $350,000 to thein-use test program conducted by the other manufacturers. IncludingNavistaKs contribution, the total funding for the In-Use Test Programis $7,500,000. ;
-The In-use Test Program consists of four phases. In Phase I, eachmanufacturer is required to conduct engineering studies to determinethe correlation, accuracy, precision^and repeatability of existingmpbile monitoring technologies. In Phase II, each manufacturer isrequired to develop in-use testing procedures, based on testing ofHDDEs engaged in a variety of typical on-road missions, to be usedin connection withiPhases III and IV. In Phase III each manufacturermust conduct emissions testing on a variety of its in-service dieseiengines (pre-mod^l year 2000) to characterize real world emissionsfrom such diesei engines. In Phase IV, each manufacturer mustconduct on-road compliance monitoring on Its Heavy Duty enginesusing the monitoring technology and previously defined testingprocedures and driving routes approved pursuant to Phases I and II.A minimum of 60% of the total In-use Test Program funds will be
or: 12/4/00 3.21 PM
; l -C- • » : * 13 AIR *r * £ 5 ^ ^ OFFAIRS M3-**6
spent on Phase IV
In-Uso Test Program ReportsPhfl^e I ReOQft RDF version onlyPhflse II Report POf version only
Refjm to too
Btck to Ajr Enforcement Division Home Pacpe
Last UpdMd; OctofrS. 2000URL: http7/www.«pa.gpv/oeca/or«/aed/diea«l/index.html
This is an official EPA web-site. In this web-siteunder the 'In Use Test Program' there are two reports,Phase I and Phase II. These two reports have lots of'not to exceed' related test data, developedindependently at the West Virginia University.
, r : - 13/4/003:21 H*
»- v* 0>- 1^ 56 FAA UUUX 4. WATKINS S 2oo:
UN1TE0 STATES ENVIRONMENTAL PROTECTION AGENCYNATIONAL VEHICLE AND FUEL EMISSIONS LABORATORY
2565 PLYMOUTH ROADANN ARBOR. MICHIGAN 46105-2498
OCtCCOFAJRAKO RADIATION
Memo
Date:
To:
From:
Subject:
July 17.2000
EPA Air Docket A-98-32
L _ JCharles Schenk.Mechanical Engineer g/k/K&v £A**s2>^
Summary of CBl information regarding proposed HD Supplemental TestRequirements
The purpose of this memo is to summarize Confidential Business Information fromheavy-duty (HD) diescl manufacturers that EPA has received after the 10/29/99 Federal Registerpublication of the HD 2004 Notice of Proposed Rulemaking. Specifically, we have received CBIon several issues related to the proposal for Not-To-Exceed (NTE) and the Supplemental SteadyState (SSS) requirements from five HD dicsel companies which manufacture and sell HD dicselengines for the U.S. market.
Due to the confidential nature of this information, how many or which manufacturerspresented data on the topics summarized will not be specified in this memorandum. Copies ofthe CBl submissions on which this memorandum is based have been placed in EPA'sconfidential version of docket A-98-32, and they reside in secured storage at EPA's NationalVehicle and Fuel Emissions Laboratory. THIS MEMORANDUM DOES NOT EXPRESS EPA'sVIEWS ON THESE ISSUES; ONLY A SUMMARY OF THE DATA SUPPLIED BY MANUFACTURERS ISPRESENTED.
1) The SSS can be met today
Data has been submitted that shows the NOx and PM SSS composite can be met underlaboratory conditions. The modal emissions also met the NTE requirement. Per the SSSrequirement, data were taken at standard test conditions (68-86 F« typically < l 0 0 0 ftabove sea level). Measurement and control issues and engine-to-cnginc variability werenot taken into account with these data sets* Therefore these data stis may not berepresentative of production engines.
Page I of 6
. **M*tf PI» «#cycW Pnpc
&1 0 0 ** 5 6 F A ^ LATHAM fc * ATKINS S i O O J
2) Aspects nfthfeNTE which can be met today.
Manufacturers have supplied data which demonstrates that the majority of the NTE andexpanded condition requirements in the proposal can be met. Tne proposed emissionrequirements for NMHC+NOx and PM, at standard laboratory conditions, are achievableacross >9O9fe of the NTE zone. NTE emission requirements for NMHC+NOx and PM arealso achievable at expanded conditions from 55 "F to at least 90 °F at sea level, and to atleast 70 *F at 5500 ft altitude.
Manufacturers have employed a variety of technologies to achieve these results, but ingeneral the following technologies have been employed;
-cooled exhaust gas reeireulauon (EGR)-advanced turbocharging systems, either VGT or 2-stage turbocharging•high pressure electronically controlled fuel injection systems, either unit injector
or common rail
Page 2 of 6
li 36 FAX LATHAM * ^ATKINS 8 3004
3> Aspects of the NTE and expanded conditions which present challenges
la addition to the information under item 1), EPA also received CBI data on anumber of issues which manufacturers believe present difficulties with respect tothe NTE proposal for HD diesels. The remainder of this memorandumsummarizes the issues raised by manufacturers.
A) Manufacturer Issue: Difficulty achieving L25x NOx + NMHC limit near
iaoo
\Z0O
1400
i
600<
400 -
200 •
0 '
/
/N1S «oed. 70-4 K cp««4 U*3 —p*
•
- SSSMo**
^ ^ — ^ OK. SSS apMd. 100% «y««
1.2S NTE MufUpMr \ I
\
\
L" - •- "A -̂700 1100 1S0O 2100 2S00
Figure tComposite NOx NTE Challenge
torque peak, particularly with high specific power ratings. The composite regioncovered by these comments is shown in Figure 1.
Causes: Current EGR pumping and measurement technology has not beenable to provide adequate NOx control in this region. It is difficultto drive sufficient EGR to control NOx in this region whilesimultaneously maintaining PM below the proposed standard. Theengine is highly loaded and constrained by several parametersincluding A/f\ cylinder pressure, and temperature. Consequently,the engine has a narrow window of acceptable operating
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: - _ u i _ u u 16 36 FAX LATHAM I *ATKINS 8 £ 0 0 $
conditions. Accurate measurement and control of BGR rate isnecessary to keep the engine in this narrow window. The availableair mass flow, 02, NOx, and pressure sensors have measurementtolerances sufficiently large that they cannot be used to control theengine with the degree of precision necessary to keep it in thenarrow operating window required* Current generation controlsystems also have not provided the necessary degree of control.
8) Manufacturer Issue: High speed engines (engines with Euro C speeds>2400 rpm) have difficulty meeting NTE requirements at high speed and highload.
Causes: These engines, particularly with EGR, require very high airflowrates and pressure ratios at high engine speeds and loads. Currentturbo machinery is not capable of supplying the range of air flows(pressure ratios) required to meet both NOx and PM. The cutTcntturbo technology is stretched to its limits at standard sea levelconditions and little or no reserve capacity is available for hightemperature or high altitude operation. As in A) above, theturbochargcr is limited by physical parameters* primarily wheelspeed in this case, though compressor outlet temperature limits canalso be an issue.
C) Manufacturer Issue: Engines using some Diesel Oxidation Catalyst (DOC)formulations cannot meet the NTE PM requirement.
Causes: DOCs can produce sulfate PM under some high temperatureconditions that are covered by the NTE using the current on-highway fuel (-300 ppm sulfur). The high temperatures (typically500 C and above) usually occur near the maximum torque curvethrough the NTE region and are influenced by the specific outputof the engine- higher specific engine output will lead to largerregions of high temperature. At high temperatures SOa producedby the engine can be oxidized to SO3 over the precious metalscontained in DOCs. This SO3 then combines with the water in theexhaust to form H2SO4 which is collected on the filters used tomeasure PM, increasing the PM mass. If the temperature and fuelsulfur level are high enough, a net increase in PM can be realizedwith some DOCs raihcr than the desired decrease. If the PM at aparticular mode was near the NTE limit engine out, some DOCformulations could produce enough sulfate to exceed the NTE.
Page 4 of 6
?o FA.\ U T H A M 1 ^ATKINS S £00*
D) Manufacturer Issue: Under high load operation at high temperature and highaltitude conditions compliance with the NMHC+NOx 1.25 NTE limit at the 2.5
I ?*
i
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ttmam • j
1 !" • . 1 • !
*Ccnt*jrae ' • • • . . B _ ';
* • *« m
J
1
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EXD aooo fi»
Figure 2Expanded Conditions
g/hp-hr standard pushes current turbomachinecy beyond its mechanical limits.The composite conditions covered are shown in Figure 2. This is particularly tmefor high power (high BMEP) ratings of a given engine.
Cause: Mechanical limits (wheel speed and temperature) of current castaluminum turbocharger compressors are exceeded when applyingsufficient EGR to meet the NTE NOx standard at hightemperatures and altitudes while meeting PM standard at highengine loads. EGR requires more fresh air flow (higher intakemanifold pressure) to maintain adequate air-fuel ratio to controlPM. Also, to maintain that fresh air flow at high temperatures andaltitudes, more work must be done by the tuibocharger tocompensate for the lower ambient air density. The combination ofthese factor* pushes current turbocharger technology beyond itslimits, especially for highly rated engines that arc stressing thewrbocharger even without EGR.
Page 5 of 6
;_-_̂ i. _LL.FAX UTH.VM * *ATKISS 8 £,001
4) Engine wear due to cooled EGR and current diescl fuel sulfur levels
Manufacturer Issue: Current fuel sulfur levels (-300 ppm) cause excessiveengine wear with cooled EGR equipped engines. ~~
Causes: Fuel sulfur is oxidized during combustion to SO2 and smallerquantities of SOy SO3 quickly converts to U2SOA (sulfuhc acid) inthe presence of water which is also a byproduct of combustion.Sulfuric acid corrodes most metals. The sulfuric acid that, withoutEGR, is evacuated from the engine via the exhaust system, is .returned to the engine in the EGR system. When conditions aresuch that the water and acid solution condenses, wear can occur.EGR system components, including EGR valves, coolers, andtubing, and engine hardware, including intake air tubing, pistonrings, cylinder bores, etc. are subject to corrosion by therecirculated sulfuric acid.
In addition to sulfuric acid, water alone can corrode some of themetals typically found in an engine air intake system. Iron, whichis used for cylinder heads, is an example. Water will activelycorrode the iron in the intake manifold which is frequently part ofthe cylinder head casting, potentially causing durability problems.
Cylinder kit (rings and liner) wear is both directly and indirectlyimpacted by corrosion. Corrosion by sulfuric acid causes pitting inthe cylinder liner directly. The indirect wear is from ingestedcorrosion byproducts. Corrosion of the EGR and intake airsystems causes metallic particles to be released and carried into thecylinder where these particles cause abrasive wear on the cylinderkit. Wear of the cylinder kit is one of the determining factors forengine life. When the cylinder kit is worn out, the engine has to berebuilt. Manufacturers have expressed concern that the amount ofcooled EGR necessary to achieve the proposed 2004 standards incombination with a 435,000 mile useful life and 300 ppm sulfurfuel may not be feasible-
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I.VTHAM be WATKISS
trC*
LATHAM & WATKINS *~Laurence H. LevineRichard W. RaushenbushPatricia Guerrero
505 Montgomery Street, Suite 1900San Francisco, CA 94111-2562Telephone: (415)391-0600Facsimile: (415)395-8095
Attorneys for Plaintiff International Truck andEngine Corporation
rzn errs
Jliri 2 7 200:
UNITED STATES DISTRICT COURTEASTERN DISTRICT OF CALIFORNIA
INTERNATIONAL TRUCK ANDENGINE CORPORATION,
Plaintiff,
v.
CALIFORNIA AIR RESOURCESBOARD, an agency of the State ofCalifornia, ALAN C. LLOYD, Ph.D., itsChairperson, MICHAEL P. KENNY, itsExecutive Officer,
Defendants.
- 0 1 - 1 2 4 5GEB GGHCOMPLAINT FOR DECLARATORY ANDINJUNCTIVE RELIEF
+"_DOC'S\270fTO0.9 IW97|COMPLAINT FOR DECLARATORY AND INJUNCTIVE RELIEF
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I-VI HAM is: W A T K I N S
Plaintiff International Truck and Engine Corporation ClntemationaD. for its
Complaint against Defendants the California Air Resources Board, its Chairperson. Alan C.
Lloyd (in his official capacity) and its Executive Officer, Michael P. Kenny (in his official
capacity) (collectively, "CARB"), alleges as follows:
INTRODUCTION
1. On December 8, 2000, CARB adopted Resolution 00-53, which directed
the Executive Director to amend California's new motor vehicle regulations for on-highway
heavy duty diesel-powered vehicles to include three new emission standards for heavy duty
diesel vehicles in the guise of "test procedures" with "emission caps." Under CARB's adopted
regulation, in addition to meeting specified emission standards during the Federal Test Procedure
("FTP") testing cycle as previously required, heavy duty diesel vehicles would be required to
meet: (a) a "Not-To-Exceed" emissions limit of 1.25 times the FTP-based standard ; (b) a
"modified" European Stationary Cycle ("ESC") emission limit of 1.00 times the FTP-based
standard; and (c) a "Maximum Allowable Emission Limit" ("MAEL") set by interpolation from
testing points on the ESC test cycle. The three new emission standards would apply to Model
Year ("MY") 2005 and subsequent model year vehicles.
2. CARB voted to require new heavy duty diesel vehicles to meet a Not-to-
Exceed emission limit (the "NTE limit") as measured during any thirty second period during "all
conditions which may reasonably be expected to be encountered in normal vehicle operation and
use" within an "NTE Control Area" of the engine's power output. Although the NTE limit •
applies to in-use operating conditions, CARB had no "in-use" emissions data upon which to base
the NTE limit, much less to establish that it is technologically feasible for heavy duty diesel
vehicles to achieve the NTE limit during any thirty second period of "all conditions which may
reasonably be expected to be encountered in normal vehicle operation and use."
3. Under the CARB NTE limit, beginning with MY 2005 vehicles, heavy
duty diesel engine manufacturers will be required to certify not only that their heavy duty diesel
engines meet emission standards based on measurements pursuant to the Federal Test Procedure
("FTP"), but also that the engine's emissions will not violate the NTE limit during any thirty
F J>OCS\27(n<>0 <M WQ71COMPLAINT FOR DECLARATORY AND INJUNCTiVE RELIEF
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second period of "all conditions which may reasonably be expected to be encountered in normal
vehicle operation and use" essentially without regard to the vehicle's load (how much is the
engine pulling), route (uphill or downhill), traffic (causing rapid acceleration or deceleration),
elevation (how much oxygen is in the intake air), maintenance (proper or improper), engine
operations, fuel variability, ambient conditions (such as temperature, pressure, and'or humidity
that affect combustion), or any other combination of "reasonably expected" events. Although
CARB had not even a single data point on likely emissions during thirty seconds of in-use
operations, CARB's proposed NTE limit requires that manufacturers certify that their engines
will not exceed the NTE limit over an infinite number of "reasonably expected" driving
conditions and warranty the same to the purchasers of such engines.
4. CARB also voted to require testing of 2005 and subsequent MY heavy
duty diesel engines on a "modified" Euro III European Stationary Cycle (ESC) test cycle
previously adopted by the United States Environmental Protection Agency ("EPA") for 2007 and
subsequent MY heavy duty diesel engines. The "modified" ESC test cycle consists of operating
the engine at thirteen different and specified speed and power conditions. The emission results
are then weighted and averaged. Under the new ESC emission standard, "the weighted average
emissions must not be greater than the existing Federal Test Procedure emission standard."
5. CARB also voted to impose Maximum Allowable Emission Limits. The
MAEL is determined from the twelve non-idle test points on the ESC test adjusted with a 10%
'interpolation allowance." The MAEL for %4any set of speed and load conditions between test
points can be determined using a four-point interpolation procedure" provided in the proposed
regulation. "Emissions of gaseous pollutants at any point within the maximum allowable
emission limit operational zone must not exceed the cap as determined by interpolation."
6. This action seeks declarations that:
a. CARB's adoption of the NTE limit, ESC limit, and MAEL for MY
2005 and later heavy duty vehicles is preempted pursuant to the Supremacy Clause of the United
States Constitution by Section 209(a) of the Clean Air Act ("CAA" or the "Act"), 42 U.S.C.
§ 7543(a), which provides: "No State or any political subdivision thereof shall adopt or attempt
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to enforce any standard relating to the control of emissions from new motor vehicles or new
motor vehicle engines subject to this part. No State shall require certification, inspection, or any
other approval relating to the control of emissions from any new motor vehicle or new motor
vehicle engine ** Although Defendants may seek a waiver of Section 209(a) preemption
from the United States Environmental Protection Agency ("EPA") pursuant to Section 209(b),
Defendants have not done so. Therefore, the NTE limit, ESC limit, and M AEL are preempted
pursuant to Section 209(a) of the CAA.
b. CARB's adoption of the NTE limit, ESC limit, and MAEL for MY
2005 and later heavy duty vehicles is preempted pursuant to the Supremacy Clause of the United
States Constitution by Section 209(a) of the CAA because, even if Defendants were to apply for
a preemption waiver pursuant to Section 209(b), no such waiver is available as the NTE limit,
ESC limit, and MAEL are inconsistent with the requirements of Section 202(a) of the CAA, 42
U.S.C. §7521(a).
c. CARB's adoption of the NTE limit, ESC limit, and MAEL for MY
2005 and later heavy duty diesel vehicles is preempted pursuant to the Supremacy Clause of the
United States Constitution by Section 202(a) of the CAA because the NTE limit, ESC limit, and
MAEL: (i) are technologically infeasible under Section 202(a)(3)(A), 42 U.S.C. § 752I(a)(3)(AK
and (ii) violate the lead time and stability requirements of Section 202(a)(3)(C), 42 U.S.C.
§ 7521(a)(3)(C). The NTE limit, ESC limit, and MAEL therefore stand as obstacles to the
accomplishment and execution of the full purposes and objectives of Congress set forth in the
Act.
7. Plaintiff further seeks injunctive relief necessary to restrain CARB from
implementation and enforcement of the NTE limit, ESC limit, and MAEL.
JURISDICTION AND VENUE
8. This Court has jurisdiction over the subject matter of this action pursuant
to the United States Constitution, Article 6, cl. 2 and 28 U.S.C. § 1331.
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9. Venue is proper in this district pursuant to 28 U.S.C. § 1391(b), in that
Defendants reside in this district and a substantial part of the events or omissions giving rise to
International's claims occurred in the Eastern District of California.
THE PARTIES
10. Plaintiff is a Delaware corporation with headquarters in Chicago, Illinois.
Plaintiff is an international manufacturer and marketer of heavy-duty trucks, school buses and
mid-range diesel engines in North America and Latin America, as well as various export
markets. Plaintiff is the leading supplier of diesel engines in the 160 to 300 horsepower range
and manufactures and markets heavy duty diesel engines and heavy duty diesel vehicles destined
for sale in the State of California. International1 s heavy duty engines and vehicles will be subject
to CARB's NTE limit, ESC limit, and MAEL
11. Defendant California Air Resources Board is an agency of the State of
California responsible for adopting and administering motor vehicle emissions regulations for
the State of California.
12. Defendant Alan C. Lloyd is the Chairperson of the California Air
Resources Board.
13. Defendant Michael P. Kenny is the Executive Officer of the California Air
Resources Board.
GENERAL ALLEGATIONS
Constitutional And Statutory Framework
- - 14. The Supremacy Clause of the United States Constitution provides that:
"This Constitution, and the laws of the United States which shall be made in pursuance
thereof... shall be the supreme Law of the Land; and the Judges in every State shall be bound
thereby, any Thing in the Constitution or Laws of any State to the Contrary notwithstanding."
U.S. Const., Article VI, cl. 2.
15. Under Section 209(a) of the C A A: "No State or any political subdivision
thereof shall adopt or attempt to enforce any standard relating to the control of emissions from
new motor vehicles or new motor vehicle engines subject to this part. No State shall require
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cenificaiion, inspection, or any other approval relating to the control of emissions from any new
motor vehicle or new motor vehicle engine — " 42 U.S.C § 7543(a). Congress preempted stale
regulation of new motor vehicle emissions to ensure uniformity throughout the nation, and to
avoid the undue burden on motor vehicle manufacturers which would result from different state
standards.
16. The CAA provides an exception to the preemptive effect of the statute for
California if certain conditions are met. See 42 U.S.C. § 7543(b). Under that exception*
California is permitted to adopt and enforce its own new-vehicle emission standards, provided
that it first applies for and obtains a waiver from the EPA. Id.
17. The Administrator of the EPA may not grant California a waiver of federal
preemption if the Administrator finds that California's "standards and accompanying
enforcement procedures are not consistent with" Section 202(a) of the Act, 42 U.S.C. § 7521 (a).
See 42 U.S.C. §7543(b)(l).
18. Section 202(a) of the CAA, in turn, requires that any new standards and
accompanying enforcement procedures adopted by CARB be technologically feasible.
Specifically, Section 202(a)(3)(A) of the CAA requires that standards "reflect the greatest degree
of emission reduction achievable through the application of technology which the Administrator
determines will be available for the model year to which such standards apply, giving
appropriate consideration to cost, energy, and safety factors associated with the application of
such technology/' 42 U.S.C. § 7521(a)(3)(A).
- - 19. Further, Section 202(a) also requires CARB to provide sufficient lead time
and stability prior to adopting and enforcing any heavy-duty diesel engine or vehicle standard.
Under Section 202(a)(3)(C), *'[a]ny standard promulgated or revised under this paragraph and
applicable to classes or categories of heavy-duty vehicles or engines shall apply for a period of
no less than 3 model years beginning no earlier than the model year commencing 4 years after
such revised standard is promulgated." 42 U.S.C. § 7521(a)(3)(C). In other words, heavy duty
engine and vehicle manufacturers are to have at least four model years to develop methods to
comply with new emission standards (i.e., the lead time requirement) and those new standards
.F_DOCS*.27079O.O|W»I7|COMPLAINT FOR DECLARATORY AND INJUNCTIVE RELffcF
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must stay in effect for at least three full model years before another standard is established (i.e..
the stability requirement).
CARB's Adoption Of The NTE Limit. ESC Limit and MART.
20. On September 15,2000, CARB's staff published a notice of CARB's
"Consideration of Amendments to Adopt Not-To-Exceed and Euro III European Stationary
Cycle Emissions Standards and Test Procedures For The 2005 And Subsequent Model Year
Heavy-Duty Engines And Vehicles."
21. In its September 15, 2000 notice, CARB stated that the EPA proposed to
adopt an NTE standard, an ESC standard, and an MAEL standard beginning with MY 2004, but.
because of "legal timing constraints'* (i.e., the lead time and stability requirements), adopted such
standards effective with MY 2007.
22. In its September 15, 2000 notice, CARB proposed to incorporate the NTE
limit, ESC limit, and MAEL in MY 2005, stating that implementing such requirements earlier
than the federal requirement "will contribute to significant emission benefits during the 2005 and
2006 calendar years/*
23. CARB's September 15, 2000 notice stated the proposed amendments
contained three main requirements for 2005 and subsequent model year heavy duty diesel
engines: (a) "the new NTE Test with numerical emissions standards of 1.25 times the FTP
emission standards"; (b) "the new ESC with numerical emission standards equivalent to the FTP
emission standards"; and (c) "Maximum Allowable Emission Limits." (Emphasis added).
* • 24. CARB's September 15, 2000 notice also provided CARB's "Proposed
Regulation Order." CARB proposed to amend Title 13 California Code of Regulations § 1956.8.
entitled "Exhaust Emission Standards and Test Procedures - 1985 and Subsequent Model
Heavy-Duty Engine and Vehicles," to include a § I956.8(a) with the following provisions:
(5)(A) For 2005 and subsequent model year heavy-duty dieselengines, the weighted average exhaust emissions, as determinedunder § 86.l360-2007(e)(5) pertaining to the supplemental steady-state test cycle, for each regulated pollutant shall not exceed 1.0times the applicable emission standards or FELs specified inparagraph (a)(l) of this section.
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(5)(B) Gaseous exhaust emissions shall not exceed the steady-state interpolated values determined by the Maximum AllowableEmission Limits (for the corresponding speed and load), asdetermined under § 86.1360(0, when the engine is operated in thesteady-state control area defined under § 86.1360(d), duringsteady-state engine operation.
(6)(A) For 2005 and subsequent model year heavy-duty dieselengines, the brake-specific exhaust emissions in grams/bhp-hr. asdetermined under § 86,1370 pertaining to the not-io-exceed testprocedures, for each regulated pollutant shall not exceed 1.25times the applicable emission standards or FELs specified inparagraph (a)(l) of this section during engine and vehicleoperations specified in paragraph (a)(6)(B) of this section, except.as noted in paragraph (a)(6)(C) of this section.
25. On October 10, 2000, CARB issued a "Notice of Public Hearing to
Consider Amendments to Adopt Not-To-Exceed and Euro III European Stationary Cycle
Emission Test Procedures for the 2005 and Subsequent Model Year Heavy-Duty Diesel
Engines" on December 7-8, 2000.
26. On October 20, 2000, CARB released its "Staff Report: Initial Statement
of Reasons" for the "Amendments to Adopt Not-To-Exceed And Euro III European Stationary
Cycle Emission Test Procedures for the 2005 and Subsequent Model Year Heavy-Duty Diesel
Engines."
27. The Initial Statement of Reasons stated that proposed amendments
included the: (a) **NTE test procedure with associated emission caps for NMHC plus NOX, CO.
and PM from 2005 and subsequent model year heavy-duty diesel-engines"; (b) "Euro HI ESC
test procedure with associated emission caps for NMHC plus NO*, CO, and PM from 2005 and
subsequent model year heavy-duty diesel engines"; and (c) "MAEL test procedure with
associated emission caps for NMHC plus NO* and CO from 2005 and subsequent model year
heavy-duty diesel engines."
28. The Initial Statement of Reasons noted that there are "three sets of
proposed emission caps in the test procedures." "Two of these emission caps are based on the
existing emission limits determined by the FTP test cycle. The first proposed emission cap is for
the NTE test. This cap is set at 1.25 times the emission limit."
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29. The Initial Statement of Reasons asserts that, under the ESC test, the
-weighted average emissions for each pollutant, must not be greater than the existing Federal
Test Procedure emission standard which is currently 2.5 g/bhp-hr for NMHON0 x for 2005 and
subsequent model year engines."
30. The Initial Statement of Reasons asserts that: "Maximum allowable
emission limits are determined from the 12 non-idle lest points of the ESC test." "Emissions of
gaseous pollutants at any point within the maximum allowable emission limit operational zone
must not exceed the cap as determined by interpolation/*
31. On December 8,2000, CARB held a public hearing regarding the
proposed NTE limit and adopted Resolution No. 00-53. Resolution No. 00-53 states that CARB
"adopts article 1.5 and section 2065; amends section 1956.8, title 13, California Code of
Regulations; and amends the incorporated 'California Exhaust Emission Standards and Test
Procedures for 1985 and Subsequent model Heavy-Duty Diesel Engines and Vehicles/*" which
includes the requirement that manufacturers comply with the new NTE limit, ESC limit, and
MAEL.
32. Resolution No. 00-53 directed that CARB's Executive Officer "shall,
upon adoption, forward the regulations to the Environmental Protection Agency with a request
for a waiver or confirmation that the regulations are within the scope of an existing waiver of
federal preemption pursuant to section 209(b) of the Clean Air Act, as appropriate."
33. CARB did not forward the regulations adopted by Resolution 00-53,
including the NTE limit, ESC limit, and MAEL to the California Office of Administrative Law
for final approval until June 12, 2001.
34. CARB has not requested that EPA's Administrator issue a waiver of
federal preemption pursuant to Section 209(b) of the Act for either the NTE limit, ESC limit, and
MAEL.
The NTE Limit. ESC Limit and MAEL Are Emission Standards
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35. Resolution 00-53 adopted the proposed NTE limit, ESC limit, and MAEL.
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36. According to C ARBf s Initial Statement of Reasons: "The NTE test, as
defined in CFR 86.1370-2007, establishes an area (NTE control area) under the torque curve of
an engine where emissions must not exceed a specified emission cap for a given pollutant. The
NTE cap is set at 1.25 times the FTP emission limit as described in the subsection above. For
2005 model year heavy-duty engines, the NTE emission cap for NMHC plus NOX is 1.25 limes
2.5 grams per brake horsepower-hour, or 3,125 grams per brake horsepower-hour."
37. According to CARB's Initial Statement of Reasons: 4T/ie ATE
requirement would apply under any engine operating condition that could reasonably he
expected in normal vehicle use. A vehicle can be tested over the NTE procedure either on the
road or in an emission testing laboratory using a engine or chassis dynamometer. Instead of
using a specific driving cycle such as the FTP, it can involve driving of any type which could
reasonably be expected to occur in normal vehicle operation within the boundaries of the NTE
control area, including operation under steady-state or transient conditions and under varying
ambient conditions. Measured emissions are averaged over a minimum of thirty seconds and
compared to the NTE test limit. These requirements would apply to new 2005 and 2006 engines
throughout their useful life." (Emphasis added).
38. According to CARB's Initial Statement of Reasons: 2005 and subsequent
MY heavy duty diesel engines must be tested on a "modified" Euro HI European Stationary
Cycle (ESC) test cycle. The "modified" ESC test cycle consists of operating the engine at
thirteen different and specified speed and power conditions. The emission results are then
weighted and-averaged. Under the new ESC emission standard, "the weighted average
emissions must not be greater than the existing Federal Test Procedure emission standard."
39. According to CARB's Initial Statement of Reasons: The MAEL is
determined from the twelve non-idle test points on the ESC test adjusted with a 10%
"interpolation allowance." The MAEL for "any set of speed and load conditions between test
points can be determined using a four-point interpolation procedure" provided in the proposed
regulation. "Emissions of gaseous pollutants at any point within the maximum allowable
emission limit operational zone must not exceed the cap as determined by interpolation."
F_DOCS\2707<)0«)|W»)71COMPLAINT FOR DECLARATORY AND INJUNCTIVE RELIEF
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40. CARB Resolution 00-53 states: "Adoption of the supplemental test
procedures will reduce excess statewide NOX emissions by 17 tons per day in 2006 and by 14
tons per day in 2010 from California registered vehicles alone."
41. CARB Resolution 00-53 further states: "Adoption of the supplemental
test procedures will reduce excess NOX emissions of 5.1 tons per heavy heavy-duty diesel engine
(33,001 pounds and greater gross vehicle weight rating) and 0.6 tons per medium heavy-duty
diesel engine (14,001 to 33,000 pounds gross vehicle weight rating) over the lifetime of each
engine."
42. CARB expects and intends that the NTE limit, ESC limit, and MAEL will
cause a reduction in emissions of pollutants, including but not limited to NOX, from heavy duty
diesel vehicles.
43. Due to production variability or other effects such as temperature,
pressure, humidity, and combustion characteristics, heavy duty diesel engine emissions-may rise
above and fall below the average FTP-based emission standard for a given pollutant even while
the engine is properly designed to meet the designated emission standard on average over the
useful life of the engine.
44. The CARB-adopted NTE limit, however, places an absolute cap on such
natural emissions variability at 1.25 times the 2.5 g/bhp-hr NMHC + NOX standard. Thus,
notwithstanding that engines are designed to meet, on average, the designated FTP-based
emission standard, such engines will violate the NTE requirements if they exceed 1.25 times the
applicable emission standard at any point in the NTE control area during any thirty second
period under any ambient and operating conditions.
45. The CARB-adopted ESC limit and MAEL similarly impose absolute caps
on emissions, and similarly add new requirements to the existing FTP-based emission standards.
46. To meet the CARB-adopted NTE limit, ESC limit, and MAEL,
manufacturers would have to design their engines to meet emission control levels significantly
lower than the FTP-based standard (assuming it were technologically feasible to do so, which it
is not). The NTE limit, ESC limit, and MAEL therefore each have the effect of increasing the
10F JX>CS\2 70790«) IW97J
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stringency of the underlying emission standards for MY 2005 and subsequent heavy-duty diesel
engines and vehicles, each resulting in a new standard that is technologically infeasible for MY
2005 and later engines.
47. The EPA also has adopted a "noMo-exceed" limit, the same ESC-based
"supplemental emissions test" ("SET") limit, and a more limited MAEL for emissions from
heavy duty diesel engines. 66 Fed. Reg. 5002, 5038-39 (January IS, 2001). The newly-adopted
federal NTE standard is set at 1.5 times the FTP-based emission standard, the ESC standard is set
at 1.0 times the applicable emission standards, and the MAEL is applicable only to certain
engines. 40C.F.R. § 86.007-11 (a)(3)-(4).
48. The EPA has identified the federal NTE limit, the ESC limit, and the
MAEL as emission standards. See 40 C.F.R. § 86.007-1 l(a)(3)-(4). Further, in a "Phase r rule,
the EPA stated: 4t[W]e are adding two supplemental sets of requirements for HDDEs: (a) a
supplemental steady state test (SSS); and (2) Not-To-Exceed requirements (NTE) The
supplemental requirements establish new emission standards for HDDEs. and these new
standards will be enforced in the same manner as the preexisting FTP standard." 65 Fed. Reg.
59911 (emphasis added); accord, e.g. EPA Response to Comments Document (December 21.
2000) at 3-13 ("These statements contain no ambiguity or uncertainty, it is clear how and when
engines must comply with the NTE; the NTE is an emission standard, and it will be enforced as
an emission standard . . . ." (Emphasis added).
49. In its September 15,2000 Notice, CARB also recognized that its NTE
limit, the ESG limit and MAEL were emission standards. However, after International's written
comments pointed out that adopting new emission standards applicable to MY 2005 engines
would violate the Clean Air Act's lead time and stability requirements, CARB's October 20,
2000 Initial Statement of Reasons asserts that "Staff is not proposing any changes to the existing
emission standards," and claims that the NTE limit, ESC limit and MAEL are "supplemental tesi
procedures."
50. Because each of the NTE limit, ESC limit and MAEL adopted by CARB
increases the stringency of the MY 2005 and subsequent emission standards for heavy-duty
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engines, and CARB intended that such requirements would effect a reduction in the level of
emissions, each of the NTE limit, ESC limit and MAEL adopted by CARB is an emission
standard.
Each of the NTE Limit. ESC Limit, and MAEL Is Technologically Infeasible
51. Under the CAA, CARB is required to demonstrate that each of the NTE
limit, ESC limit and MAEL is technologically feasible. See 42 U.S.C § 7521(a)(3).
52. Each of the NTE limit, ESC limit and MAEL is not technologically
feasible.
53. At the time Resolution 00-53 was adopted, CARB had no evidence that
the NTE limit, ESC limit and MAEL feasibly can be met by MY 2005 or later heavy-duty diesel
engines under all ambient and operating conditions subject to such emission standards.
54. CARB claims that each of the NTE limit, ESC limit and MAEL is feasible
because certain diesel engine manufacturers (not including International) agreed in settlement
agreements with CARB to certify that their diesel engines met such limits before MY 2005.
55. Pursuant to California's Public Records Act, International, in a September
18, 2000 written request to CARB, asked CARB to produce "any and all emission data and
information . . . verifying engine compliance with the certification requirements contained in
[such] settlement agreements,... including, but not limited to, 4Not-to-exceed% [NTE] and other
supplemental testing required thereunder."
56. CARB provided no data to International verifying in-use compliance or
any data demonstrating the NTE limit, ESC limit and MAEL could be met under all the
conditions subject to such requirements.
57. In an October 13, 2000 written Public Records Act request. International
asked that CARB provide "any and all emissions data and information, either in paper or
electronic form, which demonstrates the technical feasibility or infeasibility of the emission
standards, including but not limited to supplemental steady state and Not-to-exceed standards
proposed in CARB's Mail Out 8MSC-00-20 dated September 15,2000 on "Consideration of
Amendments to Adopt Not-To-Exceed and Euro III European Stationary Cycle Emissions
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Standards and Test Procedures For The 2005 And Subsequent Model Year Hcavy-Duty Engines
And Vehicles/'
58. CARB provided no data to International verifying in-use compliance or
any data demonstrating the NTE limit, ESG limit and MAEL could be met under all the
conditions subject to such requirements.
59. In a November 2, 2000 letter to International, CARB stated that it
provided "'random point' or 'mystery point* Euro III testing" data, which the Chief of CARB%s
New Vehicle/Engine Programs Branch "would classify as NTE data," but that $uch branch had
no other "data responsive to your original CPRA request."
60. In a November 13, 2000 Public Records Act request to CARB,
International noted that the Euro III data deals only with steady-state engine operating conditions
under more limited ambient conditions, while "the proposed NTE standard purports to measure
*in-use emissions . . . while operating within a broad range of speed and load points . . . and
under conditions which can reasonably be expected to be encountered in normal operation and
use/" In the November 13,2000 request. International requested "that ARB clearly identify,
whether from Mr. Lyons1 branch or other branches, including but not limited to the Mobile
Source Control Division, all data, in its possession, from in-use operations over wide ambient
conditions under transient and steady-state operations that ARB contends support the proposed
NTE standard."
61. In a January 9,2001 written response, CARB admitted: "All Divisions
within the AIF Resources Board (ARB) have completed their search for related material It has
been determined that the ARB does not have any information regarding the above request."
(Emphasis in original).
62. CARB also relied on the EPA's adoption of a similar federal NTE limit
(albeit for model year 2007 and later engines), as published in the October 6, 2000 Federal
Register, to contend that CARB's proposed NTE limit is "technologically feasible."
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63. EPA claimed that its proposed NTE limit was feasible because certain
diesel engine manufacturers (not including International) agreed in Consent Decrees with the
United States of America to certify that their diesel engines met an NTE limit.
64. International served a Freedom of Information Act request on the EPA
seeking any and all emissions data showing that such diesel engine manufacturers were
complying with the NTE emission limits in the Consent Decrees.
65. In an October 31, 2000 response, the EPA admitted that "EPA does not
have any data showing NTE compliance."
66. International provided the EPA's October 31, 2000 response to CARB.
67. In a rule published in the December 31, 2000 Federal Register, the EPA
changed the federal NTE limit from 1.25 times the FTP-based emission standard to 1.5 times the
FTP-based emission standard for certain engines. 66 Fed. Reg. 5002, 5039 (January 18,
2001 );40 C.F.R. § 86.007-1 l(a)(4).
68. The EPA has no emissions data showing that either the superceded federal
NTE limit or the current federal NTE limit is feasible under all the operating conditions to which
it is applicable.
69. The EPA has limited the applicability of its MAEL to a certain category of
engines, far fewer than the CARB MAEL. Moreover, the EPA has no emissions data showing
that its MAEL is technologically feasible under all the operating conditions to which it is
applicable.
" * 70. The EPA has no emissions data showing that its SET emission standard
(equivalent to the CARB ESC limit) is technologically feasible by all engines subject to its
requirements and under all ambient and operating conditions to which it is applicable.
71. C ARB's proposed application of each of its NTE limit, ESC limit and
MAEL to MY 2005 and subsequent heavy duty diesel vehicles provides insufficient time to
permit the development and application of the requisite technology, giving appropriate
consideration to the cost of compliance by such date.
/ / /14
F JX)CS\2 70790.91W97}COMPLAINT FOR DECLARATORY AND 1NJUNCTIVE RELIEF
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72. There is no technology that exists, or is anticipated to be available by MY
2005, that would enable diesel engine manufacturers to certify that a vehicle containing a diesel
engine will comply with the CARB-adopted NTE emission limit under all ambient and operating
conditions subject to the NTE limit that can reasonably be expected to be encountered in normal
vehicle operation and use with such engines.
73. There is no technology that exists, or is anticipated to be available by MY
2005, that would enable diesel engine manufacturers to certify that a vehicle containing a diesel
engine will comply with the CARB-adopted MAEL emission limit under all conditions subject
to the MAEL limit.
74. There is no technology that exists, or is anticipated to be available by MY
2005, that would enable diesel engine manufacturers to certify that a vehicle containing a diesel
engine will comply with the CARB-adopted ESC emission limit under all conditions subject to
the ESC emission limit.
The CARB-Adopted NTE Limit Violates the Lead Time and Stability Requirements
75. Each of CARB's adopted NTE limit, ESC limit and MAEL violates the
mandatory lead time and stability requirements of Section 202(a)(3)(C) of the CAA, 42 U.S.C.
§ 7543(a)(3)(C).
76. Lead time is calculated using full model years. EPA has defined a model
year to include January 2 of the preceding year through December 31 of the model year date.
EPA OMS Advisory Circular No. 6B (December 31,1987). Under that definition, MY 2005
begins on January 2, 2004.
77. Therefore, under the lead time requirement of the CAA, CARB would
have had to have promulgated each of its NTE limit, ESC limit and MAEL by January 2, 2000
for it to apply to MY 2005 and subsequent engines.
78. CARB adopted Resolution 00-53 on December 8,2000. Moreover,
CARB did not submit the CARB-adopted NTE limit, ESC limit or MAEL to the Office of
Administrative Law until June 12, 200 L
/ / /
15FJX>CS\27O7*J0 9 |W<>7|
CX)Mt»l AIMT FOR DECLARATORY AND INJUNCT1VE RELIEF
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79. Therefore, each of the CARB-adopted NTE limit, ESC limit and MAEL
violates the CAA's four year lead time requirement.
80. Under the CAA's stability requirement, any emission standard applicable
to new heavy-duty vehicles or engines must stay in effect for three years before CARB may
establish another emission standard.
81. As set forth in CARB's Initial Statement of Reasons: "In October. 1997.
the U.S. EPA adopted new emission standards for model year 2004 and subsequent model year
HDDEs. In 1999, the ARB subsequently adopted parallel new HDDE standards for the same
model years to harmonize the heavy-duty vehicle regulations between the ARB and the U.S.
EPA."
82. Because new emission standards go into effect for MY 2004 and
subsequent engines in MY 2004, CARB may not lawfully impose new emission standards until
MY 2007 at the earliest.
FIRST CAUSE OF ACTION
(Declaratory and Injunctive Relief Against All Defendants)
(Preemption By 42 U.S.C. § 7543(a))
83. Plaintiff realleges and incorporates paragraphs 1 through 82 above, as
though set forth in full herein.
84. An actual and justiciable controversy has arisen and now exists between
Plaintiff and Defendants concerning whether each of the CARB-adopted NTE limit, ESC limit
and MAEL is-preempted under the CAA.
85. Under Section 209(a) of the CAA, exclusive control over 4%standard[s]
relating to the control of emissions from new motor vehicles or new motor vehicle engines** is
vested in the federal government, and the states are preempted from regulating in the area. See
42 U.S.C. § 7543(a).
86. International seeks, and CARB rejects, a determination that each of
CARB's NTE limit, ESC limit and MAEL is preempted by Section 209(a) of the CAA, 42
U.S.C. § 7543(a).
16 'FJX)CS\27O790 9 JW97]
COMPLAINT FOR DECLARATORY AND INJUNCTIVE RELIEF
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87. CARB has failed to obtain a preemption waiver for each of the KTE lima,
ESC limit and MAEL from the EPA pursuant to 42 U.S.C. § 7543(b). Each of the CARB-
adopted NTE limit, ESC limit and MAEL therefore is preempted under Section 209(a) of the
CAA.
88. Moreover, even if it were to apply, which it has not, CARB cannot obtatn
a waiver of federal preemption for any of the CARB-adopted NTE limit, ESC limit and MAEL
pursuant to Section 209(b) of the CAA, 42 U.S.C. § 7543(b).
89. Pursuant to Section 209(b) of the CAA, the EPA Administrator must deny
a waiver application if California's standards and accompanying enforcement procedures arc not
consistent with Section 202(a) of the CAA, 42 U.S.C. § 7521(a). See 42 U.S.C. § 7543(b)(l).
90. To be consistent with CAA § 202(a), each of the CARB-adopted NTE
limit, ESC limit and MAEL must be technologically feasible as required by 42 U.S.C.
§ 752l(a)(2). Each of the CARB-adopted NTE limit, ESC limit and MAEL is not
technologically feasible.
91. International requests a judicial determination of its rights and duties, and
a declaration that: (a) each of CARB's NTE limit, ESC limit and MAEL is preempted under
Section 209(a) of the Act; and (b) CARB cannot obtain a preemption waiver under Section
209(b) of the Act. Engineering, designing and preparing to manufacture heavy duty diesel
engines to meet regulatory standards while maintaining performance requires many years
advance warning of regulatory requirements. International has already invested substantial
engineering and design time and resources to develop engines to meet the 2004 emission
standard, and that work is not yet complete. Absent a ruling from this Court, International will
be forced to divert its scarce engineering and design time and resources to address CARB's
patently unlawful NTE limit, ESC limit, and MAEL, despite the technological infeasibility of
demonstrating compliance with such emission standards. A judicial declaration is necessary and
appropriate at this time and under these circumstances. Absent a ruling at this time, International
A'ill suffer irreparable injury. International further seeks injunctive relief to restrain
17F_l)OCS 270300') |W07|
COMPLAihTT FOR DECLARATORY AND INJUNCTIVE RELIEF
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implementation and enforcement of each of the CARB-adopted NTE limit, ESC limit and
MAEL
SECOND CAUSE OF ACTION
(Declaratory and Injunctive Relief Against AH Defendants)
(Preemption By 42 U.S.C. § 7543(a))
92. Plaintiff realleges and incorporates paragraphs 1 through 91 above, as
though set forth in full herein.
93. An actual and justiciable controversy has arisen and now exists between
Plaintiff and Defendants concerning whether each of the CARB-adopted NTE limit, ESC limit
and MAEL is preempted under the CAA.
94. Under Section 209(a) of the CAA, exclusive control over *4standard[s]
relating to the control of emissions from new motor vehicles or new motor vehicle engines" is
vested in the federal government, and the states are preempted from regulating in the area. See
42 U.S.C. § 7543(a).
95. International seeks, and CARB rejects, a determination that each of
CARB's NTE limit, ESC limit and MAEL is preempted by Section 209(a) of the CAA, 42
U.S.C. § 7543(a).
96. CARB has failed to obtain a preemption waiver for each of the NTE limit,
ESC limit and MAEL from the EPA pursuant to 42 U.S.C. § 7543(b). Each of the CARB-
adopted NTE limit, ESC limit and MAEL therefore is preemptedlinder Section 209(a) of the
CAA.
97. Moreover, even if it were to apply, which it has not, CARB cannot obtain
a waiver of federal preemption for any of the CARB-adopted NTE limit, ESC limit and MAEL
pursuant to Section 209(b) of the CAA, 42 U.S.C. § 7543(b).
98. Pursuant to Section 209(b) of the CAA, the EPA Administrator must deny
a waiver application if California's standards and accompanying enforcement procedures are not
consistent with Section 202(a) of the CAA, 42 U.S.C. § 752l(a). See 42 U.S.C. § 7543(b)(l).
/ / /
18r jx>csa7u7<)0 o [wn\
COMPLAINT FOR DECLARATORY AND INJUNCTIVE RELIEF
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99. To be consistent with CAA § 202(a), each of the CARB-adopted NTE
limit, ESC limit and MAEL must comply with the mandatory four-year lead time and three-year
stability requirements set forth in Section 202(a)(3)(C) of the Act, 42 U.S.C. § 752i(a)(3)(C).
By imposing each of the NTE limit, ESC limit and MAEL on MY 2005 and subsequent heavy
duty diesel engines, CARB has violated the lead time and stability requirements of the CAA.
100. International requests a judicial determination of its rights and duties, and
a declaration that: (a) each of CARB *s NTE limit, ESC limit and MAEL is preempted under
Section 209(a) of the Act; and (b) CARB cannot obtain a preemption waiver under Section
209(b) of the Act. Engineering, designing and preparing to manufacture heavy duty diesel
engines to meet regulatory standards while maintaining performance requires many years
advance warning of regulatory requirements. International has already invested substantial
engineering and design time and resources to develop engines to meet the 2004 emission
standard, and that work is not yet complete. Absent a ruling from this Court, International will
be forced to divert its scarce engineering and design time and resources to address CARB's
patently unlawful NTE limit, ESC limit, and MAEL, despite the technological infeasibility of
demonstrating compliance with such emission standards. A judicial declaration is necessary and
appropriate at this time and under these circumstances. Absent a ruling at this time, International
will suffer irreparable injury. International further seeks injunctive relief to restrain
implementation and enforcement of each of the CARB-adopted NTE limit, ESC limit and
MAEL. . ~
THIRD CAUSE OF ACTION
(Declaratory and Injunctive Relief Against All Defendants)
(Preemption By 42 U.S.C. § 7521 (a))
101. Plaintiff realleges and incorporates paragraphs 1 through 100 above, as
though set forth in full herein.
102. An actual and justiciable controversy has arisen and now exists between
Plaintiff and Defendants concerning whether each of the CARB-adopted NTE limit, ESC limit -
and MAEL is preempted by Section 202(a) of the CAA.
19;F_DOCS\27079Q 9 [W97J
COMPLAINT FOR DECLARATORY AND INJUNCTIVE RELIEF
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103. International seeks, and C ARB rejects, a determination that each of the
NTE limit, ESC limit and MAEL is preempted under Section 202(a) of the CAA because each of
the NTE limit, ESC limit and MAEL stands as an obstacle to the accomplishment and execution
of the full purposes and objectives of Congress in adopting Section 202(a). Congress intended
(and expressly provided) that any standard relating to the control of emissions from new motor
vehicles or new motor vehicle engines be technologically feasible. See 42 U.S.C. § 7521(a){3).
104. CARB's adoption of the technologically infeasible NTE limit, ESC limit
and MAEL for MY 2005 and later heavy duty diesel engines stands as an obstacle to the
accomplishment and execution of the purposes and objectives of Congress in adopting these
provisions of Section 202(a) of the CAA.
105. International requests a judicial determination of its rights and duties, and
a declaration that: (a) each of CARB's NTE limit, ESC limit and MAEL is preempted under
Section 209(a) of the Act; and (b) CARB cannot obtain a preemption waiver under Section
209(b) of the Act. Engineering, designing and preparing to manufacture heavy duty diesel
engines to meet regulatory standards while maintaining performance requires many years
advance warning of regulatory requirements. International has already invested substantial
engineering and design time and resources to develop engines to meet the 2004 emission
standard, and that work is not yet complete. Absent a ruling from this Court, International will
be forced to divert its scarce engineering and design time and resources to address CARB's
patently unlawful NTE limit, ESC limit, and MAEL, despite the technological infeasibility of
demonstrating compliance with such emission standards. A judicial declaration is necessary and
appropriate at this time and under these circumstances. Absent a ruling at this time. International
will suffer irreparable injury. International further seeks injunctive relief to restrain
implementation and enforcement of each of the CARB-adopted NTE limit, ESC limit and
MAEL.
/ / /
' / /
/ /20
i_DOCSV2 7O7«X) *) | VV97 JCOMPLAINT FOR DECLARATORY AND INJUNCTIVE RELIEF
§
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I.AT1IAM be. W A T K I N S
FOURTH CAUSE OF ACTION
(Declaratory and Injunctive Relief Against All Defendants)
(Preemption By 42 U.S.C. § 7521 (a))
106. Plaintiff realleges and incorporates paragraphs I through 105 above, as
though set forth in full herein.
107. An actual and justiciable controversy has arisen and now exists between
Plaintiff and Defendants concerning whether each of the CARB-adopted NTE limit, ESC limit
and MAEL is preempted by Section 202(a) of the CAA.
108. International seeks, and CARB rejects, a determination that each of the
NTE limit, ESC limit and MAEL is preempted under Section 202(a) of the CAA because each of
the NTE limit, ESC limit and MAEL stands as an obstacle to the accomplishment and execution
of the full purposes and objectives of Congress in adopting Section 202(a). With respect to
emission standards for heavy-duty diesel engines, Congress intended (and expressly provided)
that manufacturers be provided with (a) a four-year lead time period before a new standard is
implemented, and (b) a three-year period of regulatory stability before any existing standard is
changed. See 42 U.S.C. § 7521(a)(3)(C).
109. CARB's adoption of the NTE limit, ESC limit and MAEL for MY 2005
and later heavy duty diesel engines without providing sufficient lead time and stability stands as
an obstacle to the accomplishment and execution of the purposes and objectives of Congress in
adopting these provisions of Section 202(a) of the CAA. •
• - 110. International requests a judicial determination of its rights and duties, and
a declaration that: (a) each of CARB's NTE limit, ESC limit and MAEL is preempted under
Section 209(a) of the Act; and (b) CARB cannot obtain a preemption waiver under Section
209(b) of the Act, Engineering, designing and preparing to manufacture heavy duty diesel
engines to meet regulatory standards while maintaining performance requires many years
advance warning of regulatory requirements. International has already invested substantial
engineering and design time and resources to develop engines to meet the 2004 emission
standard, and that work is not yet complete. Absent a ruling from this Court, International will
21 ^_j;FJ)OCS\270790 «J IWV7J
COMPLAINT FOR DECLARATORY AND INJUNCTIVE RELIEF
§
1.VMIAM £<
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WAI KINS
be forced to divert its scarce engineering and design time and resources to address CARB's
patently unlawful NTE limit. ESC limit, and MAEL, despite the technological infeasibility of
demonstrating compliance with such emission standards. A judicial declaration is necessary and
appropriate at this time and under these circumstances. Absent a ruling at this time. International
will suffer irreparable injury. International further seeks injunctive relief to restrain
implementation and enforcement of each of the CARB-adopted NTE limit, ESC limit and
MAEL
PRAYER FOR RELIEF
WHEREFORE, Plaintiff prays for judgment in its favor and against Defendants,
and each of them, as follows:
1. For a judgment declaring that each of CARB's NTE limit, ESC limit and
MAEL for MY 2005 and later heavy duty vehicles is preempted pursuant to the Supremacy
Clause of the United States Constitution by Section 209(a) of the Clean Air Act, 42 U.S.C.
§ 7543(a), because Defendants have not obtained a waiver of federal preemption pursuant to 42
U.S.C. § 7543(b).
2. For a judgment declaring that each of CARB's NTE limit, ESC limit and
MAEL for MY 2005 and later heavy duty vehicles is preempted pursuant to the Supremacy
Clause of the United States Constitution by Section 209(a) of the CAA because, even if
Defendants were to apply for a preemption waiver pursuant to Section 209(b), no such waiver is
available as each of the NTE limit, ESC limit and MAEL is inconsistent with the requirements of
Section 202(a) of the CAA, 42 U.S.C. § 752i(a).
3. For a judgment declaring that each of NTE limit, ESC limit and MAEL for
MY 2005 and later heavy duty diesel vehicles is preempted pursuant to the Supremacy Clause of
he United States Constitution by Section 202(a) of the CAA because each of the NTE limit,
ESC limit and MAEL: (i) is technologically infeasible under Section 202(a)(3)(A), 42 U.S.C.
§*752l(a)(3)(A), and (ii) violates the lead time and stability requirements of Section
202(a)(3)(C), 42 U.S.C. § 7521(a)(3)(C). Each of the NTE limit, ESC limit and MAEL therefore
22;FJX>CS\27O790*)[W97}
COMPLAINT FOR DECLARATORY AND INJUNCTIVE RELIEF
§
t.MIIAM £<\ .-t.Vl . .
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w.-vruiss
stands as an obstacle to the accomplishment and execution of the full purposes and objectives of ;
Congress set forth in the Act.
4. For an injunction restraining Defendants from implementing and enforcing ;
each of the NTE limit, ESC limit and N4AEL adopted by CARB. — ~ ]
Dated: June 27, 2001
&
Respectfully submitted.
LATHAM & W ATKINSLaurence H. LevineRichard W. RaushenbushPatricia Guerrero
Bv y^T^yf C*S <^U/^ <—^"Richard W. Raushenbush
Attorneys for PlaintiffInternational Truck and Engine Corporation
23T.lXX*S\27U7Wi|W*)7|
COMPLAINT FOR DECLARATORY AND INJUNCTIVE RELIEF
p.o. box 8477 harrisburg, pa. 17105-8477 (717)787-4526
Environmental Quality BoardNovember 15, 2001
Original: 2211 ; '
Mr. Robert E. Nyce, Executive Director rr
Independent Regulatory Review Commission14th Floor, Harristown #2 '; L:333 Market Street :; a?Harrisburg, PA 17120 c :^
Re: Proposed Rulemaking - Heavy-Duty Diesel Emissions Control Program (#7-365)
Dear Mr. Nyce:
Enclosed are copies of the official verbatim transcripts for the public hearings theEnvironmental Quality Board recently held on the proposed heavy-duty diesel emissions controlprogram.
If you have any questions, please call me.
Sincerely,
JddLSharon F. TrostleRegulatory Coordinator
Enclosure
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STATEMENT BY MR. HALL
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SARGENT'S COURT REPORTING SERVICE, INC(814) 536-8908
8
1 submit written comments in addition
2 to or in place of oral testimony
3 presented here. All comments must
4 be the Environmental Quality Board
5 by November 7th, 2001. Comments
6 should be addressed to the
7 Environmental Quality Board, Post
8 Office Box 8477, Harrisburg,
9 Pennsylvania 17105-8477.
10 All comments received at
11 today's hearing and in writing by
12 November 7th will be considered by
13 the EQB and become part of the
14 comment response prepared for the
15 EQB 1s review prior to taking final
16 action on this regulation. Anyone
17 interested in the transcript of this
18 hearing may contact the Reporter
19 here today to arrange to purchase a
2 0 copy.
21 I will now call the first
22 witness or any witness who would
23 like to make a statement. We'll
24 wait for 10 or 15 minutes just in
25 case someone shows up.
SARGENT'S COURT REPORTING SERVICE, INC(814) 536-8908
9
1 SHORT BREAK TAKEN
2 MR. HALL:
3 I call this meeting
4 adjourned since no witnesses have
5 come forward. That concludes our
6 business for today.
7 * * * * * * * * *
8 PUBLIC MEETING CONCLUDED 1:22 P.M.
9 * * * * * * * * *
1 0
1 1
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SARGENT'S COURT REPORTING SERVICE, INC(814) 536-8908
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C E R T I F I C A T E
I HEREBY CERTIFY THAT THE FOREGOING PROCEEDINGS
WERE REPORTED STENOGRAPHICALLY BY ME AND THEREAFTER
REDUCED TO TYPEWRITING AND THAT THIS TRANSCRIPT
IS A TRUE AND ACCURATE RECORD THEREOF.
SARGENT'S COURT REPORTING SERVICE, INC,
Q/fui £ h vxCOtrttT REPORTER
- PITTSBURGH, PA
•CLEARFIELD, PA
-STATE COLLEGE. PA
•HOLUDAYSBURG, PA
•ERIE, PA
•OIL CITY. PA
•HARRISBURG. PA
SARGENT'SCOURT REPORTING
SERVICE, INC.210 Main Strcci
Johnstown, VA 15901(814) S36-8908
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•CHARLESTON, WV
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A P P E A R A N C E S
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C E R T I F I C A T E
I HEREBY CERTIFY THAT THE FOREGOING PROCEEDINGS
WERE REPORTED STENOGRAPHICALLY BY ME AND THEREAFTER
REDUCED TO TYPEWRITING AND THAT THIS TRANSCRIPT
I S A TRUE AND ACCURATE RECORD THEREOF,
SARGENT'S COURT REPORTING SERVICE, I N C .
COURT REPORTER
•PITTSBURGH, FA
• CU'ARHEU), PA
•STATE COLLEGE. PA
•HOLLIDAYSBURG, PA
•ERIE, PA
•OIL CITY. PA
•HARRISBURG, PA
SARGENT'SCOURT REPORTING
SERVICE, INC.210 Main Street
Johnstown, PA 15901(814)556 8908
•INDIANA, PA
•GREENSBURG, PA
• PHILADELPHIA, PA
•SOMERSET, PA
•WILKES-BARRE, PA
•CHARLESTON, WV
li'J
CO
C O M M O N W E A L T H O F P E N N S Y L V A N I A
E N V I R O N M E N T A L Q U A L I T Y B O A R D
I N R E : P r o p o s e d A m e n d m e n t s t o
P e n n s y l v a n i a ' s A i r Q u a l i t y R e g u l a t i o n s
a n d t h e S t a t e I m p l e m e n t a t i o n P l a n ,
H e a v y - D u t y D i e s e l E m i s s i o n s C o n t r o l
P r o g r a m
* * * * * * * * *
P U B L I C H E A R I N G
* * * * * * * * *
B E F O R E : S H A R O N T R O S T L E , C h a i r
C h r i s T r e s t l e , M e m b e r
H E A R I N G : W e d n e s d a y , O c t o b e r 1 0 , 2 0 0 1
1 : 0 0 p . m .
L O C A T I O N : D E P S o u t h w e s t R e g i o n a l
O f f i c e
:; W a t e r f r o n t A & B C o n f e r e n c e
: R o o m
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•! P i t t s b u r g h , P A 1 7 1 0 5
W I T N E S S E S : N o n e
R e p o r t e r : V a l e r i e G r e g o r y
A n y r e p r o d u c t i o n c f t h i s t r a n s c r i p t
i s p r o h i b i t e d w i t h o u t a u t h o r i z a t i o n
b y t h e c e r t i f y i n g a g e n c y
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R e g u l a t o r y C o o r d i n a t o r
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P i t t s b u r g h , P A 1 7 1 0 5
R e p r e s e n t a t i v e o f D e p a r t m e n t o f
E n v i r o n m e n t a l P r o t e c t i o n
A L S O P R E S E N T :
C H R I S T R O S T L E
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I N D E X
O P E N I N G R E M A R K S
B y S h a r o n T r o s t l e
C E R T I F I C A T E
3
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Sargent's Court Reporting Service, Inc.(814) 536-8908
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Sargent's Court Reporting Service, Inc.(814) 536-8 908
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C E R T I F I C A T E
I HEREBY CERTIFY THAT THE FOREGOING PROCEEDINGS
WERE REPORTED STENOGRAPHICALLY BY ME AND THEREAFTER
REDUCED TO TYPEWRITING AND THAT THIS TRANSCRIPT
IS A TRUE AND ACCURATE RECORD THEREOF-
SARGENT'S COURT REPORTING SERVICE, INC,
COURT REPORTER
•PITTSBURGH, PA
•CXEARFIFI.D, PA
• STATE COLLEGE, PA
•HOLLIDAYSBURG, PA
•ERIE, PA
•Oil. CITY, PA
•HARR1SBURG, PA
SARGENT'SCOURT REPORTING
SERVICE, INC.210 Main Street
Johnstown, PA 15901<81-f)S 36-8908
•INDIANA, PA
•GREENSBURG, PA
• PHILADELPHIA, PA
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•WILKESBARRE, PA
•CHARLESTON, WV